WO2014124221A2 - Prise de force ayant un bruit d'engrenage réduit - Google Patents

Prise de force ayant un bruit d'engrenage réduit Download PDF

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Publication number
WO2014124221A2
WO2014124221A2 PCT/US2014/015242 US2014015242W WO2014124221A2 WO 2014124221 A2 WO2014124221 A2 WO 2014124221A2 US 2014015242 W US2014015242 W US 2014015242W WO 2014124221 A2 WO2014124221 A2 WO 2014124221A2
Authority
WO
WIPO (PCT)
Prior art keywords
power take
housing
vibration damping
damping material
shaft
Prior art date
Application number
PCT/US2014/015242
Other languages
English (en)
Other versions
WO2014124221A3 (fr
Inventor
Robert Mcpherson
Greg FRIEND
John William BURRELL
Original Assignee
Parker-Hannifin Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Parker-Hannifin Corporation filed Critical Parker-Hannifin Corporation
Priority to US14/765,912 priority Critical patent/US9494227B2/en
Priority to ES14749640T priority patent/ES2891901T3/es
Priority to EP14749640.0A priority patent/EP2954229B1/fr
Publication of WO2014124221A2 publication Critical patent/WO2014124221A2/fr
Publication of WO2014124221A3 publication Critical patent/WO2014124221A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/09—Reducing noise

Definitions

  • This invention relates in general to power take-offs for selectively providing rotational energy from a source of rotational energy to a driven accessory.
  • this invention relates to an improved structure for such a power take-off that significantly reduces the amount of undesirable noise that is transmitted through the power take-off during operation.
  • a power take-off is a well known mechanical device that is often used in conjunction with a source of rotational energy, such as a vehicle engine or transmission, to provide rotational energy to a driven accessory, such as a hydraulic pump that is supported on the vehicle.
  • a source of rotational energy such as a vehicle engine or transmission
  • a driven accessory such as a hydraulic pump that is supported on the vehicle.
  • power take-offs are commonly used on industrial and agricultural vehicles to provide rotational energy to hydraulic pumps that, in turn, are used to operate hydraulically driven accessories such as plows, trash compactors, lifting mechanisms, winches, and the like.
  • the power take-off provides a simple, inexpensive, and convenient means for supplying energy from the source of rotational energy to the hydraulic pump that, in turn, provides relatively high pressure fluid to operate the driven accessory.
  • a typical power take-off includes an input mechanism and an output mechanism.
  • the input mechanism of the power take-off is adapted to be connected to the source of rotational energy so as to be rotatably driven whenever the source of rotational energy is operated.
  • the output mechanism of the power take-off is adapted to be connected to the rotatably driven accessory.
  • the input mechanism of the power take-off is directly connected to the output mechanism such that the driven accessory is rotatably driven whenever the source of rotational energy is operated.
  • a clutch assembly is provided between the input mechanism and the output mechanism such that the driven accessory is selectively rotatably driven only when the source of rotational energy is operated and the clutch assembly is engaged.
  • the power take-off includes a housing, an input mechanism, and an output mechanism.
  • the input mechanism is disposed within the housing and is adapted to be connected to a source of rotational energy.
  • the output mechanism is also disposed within the housing and is adapted to be connected to a driven device.
  • the output mechanism is adapted to be rotatably driven by the input mechanism.
  • At least one of the input mechanism and the output mechanism includes a shaft having at least one portion that is supported on the housing by a vibration damping material.
  • FIG. 1 is a sectional elevational view of a power take-off in accordance with a first embodiment of this invention.
  • Fig. 2 is an enlarged sectional elevational view of a portion of the first embodiment of the power take-off illustrated in Fig. 1.
  • FIG. 3 is an enlarged sectional elevational view similar to Fig. 2 of a portion of a second embodiment of a power take-off in accordance with this invention.
  • Fig. 4 is an enlarged sectional elevational view similar to Fig. 2 of a portion of a third embodiment of a power take-off in accordance with this invention.
  • Fig. 5 is an enlarged sectional elevational view similar to Fig. 2 of a portion of a fourth embodiment of a power take-off in accordance with this invention.
  • FIG. 6 is an enlarged sectional elevational view of a portion of a fifth embodiment of a power take-off in accordance with this invention.
  • a power take-off indicated generally at 10, in accordance with this invention.
  • the illustrated power take-off 10 is intended to be representative of any structure for providing rotational energy from a source of rotational energy (not shown), such as a transmission of a vehicle, to a rotatably driven accessory (not shown), such as a hydraulic pump that is supported on the vehicle.
  • a source of rotational energy not shown
  • a rotatably driven accessory not shown
  • this invention may be used in conjunction with any desired power take-off structure.
  • the power take-off 10 of this invention includes an input mechanism and an output mechanism.
  • the input mechanism of the power take-off 10 is adapted to be connected to the source of rotational energy so as to be rotatably driven whenever the source of rotational energy is operated.
  • the output mechanism of the power take-off 10 is adapted to be connected to the rotatably driven accessory.
  • the illustrated power take-off 10 includes a hollow housing 11 having a mounting surface 1 la provided thereon.
  • An opening 1 lb is provided through the mounting surface 11a of the power take-off housing 11.
  • An input gear 12 is rotatably supported within the power take-off housing 11 and includes a portion that extends outwardly through the opening 1 lb provided through the mounting surface 11a.
  • the mounting surface 11a of the power take-off housing 11 is adapted to be secured (typically by a plurality of bolts) to a corresponding mounting surface (not shown) provided on the source of rotational energy, such as an engine or a transmission of a vehicle.
  • the portion of the input gear 12 that extends through the opening 1 lb of the power take-off housing 11 is adapted to extend within a portion of the source of rotational energy and engage a corresponding gear (not shown) or other mechanism provided therein.
  • the input gear 12 of the power take-off 10 is rotatably driven whenever the gear contained within the source of rotational energy is rotatably driven.
  • the illustrated input gear 12 is splined onto or otherwise supported on an input gear hub 13 for concurrent rotation.
  • the input gear hub 13 is, in turn, rotatably supported on an input shaft 14 by a pair of roller bearings 15.
  • First and second ends of the illustrated input shaft 14 are respectively (and non-rotatably) supported in first and second bores 11c and l id provided in the power take-off housing 11.
  • the input shaft 14 and each of the first and second bores 11c and l id are all generally cylindrical in shape, although such is not required.
  • the specific manner in which the ends of the illustrated input shaft 14 are non-rotatably supported in the first and second bores 11c and l id of the power take-off housing 11 will be described in detail below.
  • the illustrated power take-off 10 also includes a clutch assembly, indicated generally at 16, for selectively the connecting the input gear hub 13 to an output shaft 17.
  • the output shaft 17 is, in turn, adapted to be connected to the rotatably driven accessory (not shown).
  • the illustrated output shaft 17 is rotatably supported on the power take-off housing 11 by a pair of bearings 17a and 17b or other similar means.
  • the clutch assembly 16 When the clutch assembly 16 is engaged, the input gear hub 13 is connected to the output shaft 17 for concurrent rotation.
  • the rotatably driven accessory is rotatably driven by the source of rotational power when the clutch assembly 16 is engaged. Conversely, when the clutch assembly 16 is disengaged, the input gear hub 13 is disconnected from the output shaft 17.
  • the rotatably driven accessory is not rotatably driven by the source of rotational power when the clutch assembly 16 is disengaged.
  • the specific structure and manner of operation of the clutch assembly 16 are conventional in the art and form no part of this invention.
  • the clutch assembly 16 may be embodied as any other structure for selectively the connecting the input gear hub 13 to an output shaft 17.
  • a conventional shifter assembly, indicated generally at 18, may be provided to selectively engage and disengage the clutch assembly 16 in a known manner.
  • Fig. 2 best illustrates the manner in which the first end of the illustrated input shaft 14 is non-rotatably supported in the first bore 11c of the power take-off housing 11.
  • the first end of the illustrated input shaft 14 has a first groove 20 provided in an outer surface thereof.
  • the first groove 20 defines a depth when measured in the radial direction relative to the input shaft 14.
  • a first damper 21 is disposed within the first groove 20.
  • the specific structure and composition of the first damper 21 will be described in detail below.
  • the illustrated first damper 21 has a radial dimension that is somewhat larger than the radial depth of the first groove 20 provided in the input shaft 14.
  • the first damper 21 functions to maintain an annular space between the outer surface of the first end of the input shaft 14 and an inner surface of the power take-off housing 11 defined by the first bore 11c.
  • the radial size of this annular space is typically relatively small, such as about 0.0004 inch for example, but any other desired magnitude of separation can be provided.
  • the first damper 21 of this invention is formed from a vibration damping material that reduces the amount of undesirable torsional vibrations that are transmitted therethrough from the meshing gears to the input shaft 14 and other components of the power take-off 10.
  • the vibration damping material used to form the first damper 21 of this invention can, for example, be a conventional elastomeric material, such as rubber.
  • vibration damping material is intended to refer to any material (or combination of materials) that is effective to transmit a lesser amount of vibrations from the end of the input shaft 14 to the power take-off housing 11 than would occur if such end was in direct metal-to-metal
  • the second end of the illustrated input shaft 14 is non-rotatably supported in the second bore l id of the power take-off housing 11 similarly to the first end of the input shaft 14.
  • the second end of the illustrated input shaft 14 has a second groove provided in an outer surface thereof that defines a radial depth, and a second damper is disposed within the second groove.
  • the second damper has a radial dimension that is somewhat larger than the radial depth of the second groove and, therefore, functions to maintain an annular space between the outer surface of the second end of the input shaft 14 and an inner surface of the power take-off housing 11 defined by the second bore l id.
  • the second damper can also be formed from a vibration damping material, although the vibration damping material used to form the second damper may be different from the vibration absorbing material used to form the first damper 21. If desired, the second damper and the second groove may be omitted from the power take-off 10 such that the second end of the input shaft 14 is supported in direct metal-to-metal engagement with the power take-off housing 11.
  • the first groove 20 is annular in shape and extends completely about the outer surface of the input shaft 14.
  • the first groove 20 may be embodied otherwise if desired.
  • the first groove 20 may be embodied as a plurality of discrete groove portions that are provided about some or all of the outer surface of the input shaft 14, and the first damper 21 may be embodied as a plurality of discrete damper portions respectively disposed therein.
  • the first damper 21 is annular in shape and extends completely throughout the extent of the first groove 20.
  • the first damper 21 may also be embodied otherwise if desired.
  • first damper 21 may extend only partially throughout the extent of the first groove 20, or a plurality of discrete first dampers 21 may be provided within the first groove 20, each of which extends only partially throughout the entire extent of the first groove 20.
  • the second groove and the second damper may also be embodied in a similar manner, either the same or different from the first groove 20 and the first damper 21.
  • the first groove 20 is shown as being provided in the outer surface of the input shaft 14.
  • the first groove 20 may be provided in the inner surface of a modified power take-off housing 11' defined by a modified first bore 11c'.
  • the first damper 21 is shown in Figs. 1 through 3 as having a cross sectional shape that is generally elliptical.
  • the first damper 21 may have any other desired cross sectional shape.
  • Fig. 4 illustrates a third embodiment of this invention, wherein a modified first damper 21 ' has a cross sectional shape that is generally rectangular.
  • Fig. 5 illustrates a fourth embodiment of this invention, wherein a further modified first damper 21" has a cross sectional shape that is generally U-shaped.
  • Fig. 6 illustrates a fifth embodiment of this invention wherein a further modified first damper 21"' is generally cup-shaped and is disposed about both the circumferentially- facing and the axially- facing portions of the end of a modified input shaft 14'.
  • the modified input shaft 14' illustrated in Fig. 6 does not have the annular groove 20 or 20' provided therein, as shown in Figs. 1 through 5.
  • the circumferentially-facing portion of the end of the modified input shaft 14', adjacent to the axially- facing portion thereof may be provided with a recess (not shown) within which the corresponding circumferentially-extending portion of the modified first damper 21"' is received.
  • the second damper of the power take-off 10 may also be embodied having any of these (or other) alternative structures.
  • first and/or second dampers such as described herein may be used to support the idler shaft on the power take-off housing 11 in lieu of (or in addition to) supporting the input shaft 14 on the power take-off housing 11.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Gear Transmission (AREA)
  • Transmission Devices (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

Selon la présente invention, une prise de force qui réduit de manière significative la quantité de bruit non désirable qui est transmise à travers celle-ci durant un fonctionnement, comprend un boîtier, un mécanisme d'entrée et un mécanisme de sortie. Le mécanisme d'entrée est disposé à l'intérieur du boîtier et est conçu pour être relié à une source d'énergie rotationnelle. Le mécanisme de sortie est également disposé à l'intérieur du boîtier et est conçu pour être relié à un dispositif d'entraînement. Le mécanisme de sortie est conçu pour être entraîné en rotation par le mécanisme d'entrée. Au moins l'un du mécanisme d'entrée et du mécanisme de sortie comprend un axe ayant au moins une partie qui est soutenue sur le boîtier par une matière d'amortissement de vibration.
PCT/US2014/015242 2013-02-08 2014-02-07 Prise de force ayant un bruit d'engrenage réduit WO2014124221A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US14/765,912 US9494227B2 (en) 2013-02-08 2014-02-07 Power take-off having reduced gear noise
ES14749640T ES2891901T3 (es) 2013-02-08 2014-02-07 Toma de fuerza que tiene ruido de engranaje reducido
EP14749640.0A EP2954229B1 (fr) 2013-02-08 2014-02-07 Prise de force ayant un bruit d'engrenage réduit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201361762382P 2013-02-08 2013-02-08
US61/762,382 2013-02-08

Publications (2)

Publication Number Publication Date
WO2014124221A2 true WO2014124221A2 (fr) 2014-08-14
WO2014124221A3 WO2014124221A3 (fr) 2015-01-08

Family

ID=51300267

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2014/015242 WO2014124221A2 (fr) 2013-02-08 2014-02-07 Prise de force ayant un bruit d'engrenage réduit

Country Status (4)

Country Link
US (1) US9494227B2 (fr)
EP (1) EP2954229B1 (fr)
ES (1) ES2891901T3 (fr)
WO (1) WO2014124221A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9783049B2 (en) 2015-10-09 2017-10-10 Ford Global Technologies, Llc Transmission having power take-off

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WO2017127479A1 (fr) * 2016-01-24 2017-07-27 Parker-Hannifin Corporation Système de contrôle et de commande de fonctionnement pour une prise de force
WO2017146691A1 (fr) * 2016-02-24 2017-08-31 Allison Transmission, Inc. Embrayage pto interne de transmission et procédé de commande
ES2920379T3 (es) 2017-11-30 2022-08-03 Parker Hannifin Corp Atenuación de las vibraciones de los engranajes de acoplamiento en una toma de fuerza
NL2025694B1 (en) * 2020-05-28 2022-01-13 Emitech Holding B V Low noise power take-off transmission
EP4283151A1 (fr) * 2022-05-25 2023-11-29 Parker-Hannifin Corporation Système d'actionnement d'embrayage à chambres multiples et à multiplicateur de force pour prise de force

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Also Published As

Publication number Publication date
US9494227B2 (en) 2016-11-15
EP2954229A2 (fr) 2015-12-16
WO2014124221A3 (fr) 2015-01-08
US20150362058A1 (en) 2015-12-17
ES2891901T3 (es) 2022-01-31
EP2954229B1 (fr) 2021-07-07
EP2954229A4 (fr) 2016-09-21

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